Oil gas carburetor



Jil-11e 13,v 1933. E. RECTOR 1,913,723

oIL GAS CARBURETOR y `Fild Aprii 19, 1929 5 sheets-sheet 1 June 13, 1933. E. RECTOR OIL GAS CARBURETOR 5 Sheets-Sheet 2 Filed April 1,9. 1929 ad 00 0 fr@ 5 Z Z w 3 g Z 2M J d. oO llll f@ 7 ww wwm/ F J M 4 M w w 5 .w w 5 F W www W Ulli ` .Im 13, -1933. E RECTOR 1,913,723

oIL GAS yCARBURE'JJOR Filed April 19, '1929 5 Sheets-Sheet 5 a l I June 13, 1933. E. RECTOR OIL GAS CARBURETOR 5 Sheets-Sheet 4 Filed April 19, 1929 lle- 2 June 13, 1933. E. RECTOR oIL GAs CARBURETOR 5 Sheets-Sheet 5 Filed April 19, 1929 Pf ,5. a a l l 9 j n k, 0M., m Imm UY O/O 9 i M 3l. ad j M g 5v z j that the Patented June 13, 1933 UNITED ,STATES- PATENT y oFF-lcs ENOCH RECTOR, OF NEW YORK, N.

Y., ASSIGNOR T0 RECTOR GASIFIER COMPANY, OF WAUKESHAWISCONSIN, A CORPORATION OF WISCONSIN OIL GAS CARBURETOR 'Application led April 19,

This invention relates to carburetors, and more particularly to carburetors of that class f in Which heavy fuel is subjected to heat treatment.

In using carburetors of various types, such as are now in common use, difficulty is frequently encountered due to. condensation. Condensation is due largely to the fact that the fuel is delivered tol the engine rcylinder in the form of a simple vapor mixed With air atoatmospheric temperature, this resulting in condensation of the fuel on the cylinder Walls and the formation of minute .globules, causing appreciable loss due to the fact fuel globules Will not readily ignite and explode. This also renders it impossible to obtain a fuel mixture of uniform consistency and causes deposition of carbon in the cylinder.

Detonation, or premature explosion of the fuel mixture, is probably due largely to excessively high temperatures of the fuel .in the form of a simple vapor. Various attempts have been made to overcome condensation by heating the fuel to a high temperature before it enters the engine cylinder. These attempts have not met With any great success, as heating of the fuel to a. high temperature increases rather than -diminishes detonation, as long as the fuel is supplied to the cylinder in the form of a simple vapor. In fact, my experiments indicate that it is impossible, from a practical standpoint at any rate, to prevent' condensation When using heavy fuel so long as the fuel is delivered to the cylinder in the form of a simple vapor, even though the fuel in this form may be heated to a high temperature. It is possible, however, to produce av thoroughly satisfactory fuel which is free from condensa` tion and detonation by alteringthe physical and chemical properties of the liquid hydrocarbon ordinarily used in connection with internal combustion engines so as to produce from such hydro-carbon fixed gases and a colloidalized vapor.

1929. Serial No. 356,324.

Vin that it is difficult to condense and will not readily condense When brought into contact with the cylinder Walls. The explosive mixture thus produced is highly efficient and avoids objectionable detonation.

I have found that to produce a colloidalized vapor from a hydrocarbon, the hydro-carbon shouldbe heated With great'rapidity. Apparently the rapidity of the rise or increase in temperaturehas more to do with colloidalizing the resulting vapor than the amount of increase or rise in temperature. It is an object of my invention to provide means Whereby the hydro-carbon is discharged in the form of a sheet or spray which is subjected, while in this form, to the action of highly heated inert gases which are brought into intimate contact with the particles of the hydro-carbon spray and act to raise the temperature thereof to a relatively high value substantially instantaneously. This rapid increase in temperature of the hydro-carbon results in a cracking operationwhich converts a portion thereof into fixed gases, the remaining portion of the hydro-carbon being converted-into a colloidalized vapcr. An additional object of my invention is to provide a method and means for practicing the same whereby the heavier hydro-carbons can he eiiiciently converted into fixed gases and a colloidalized vapor, this conversion of the hydro-carbon being carried on as a continuons operation and the product therefrom being mixed with air and continuously drawn olf' and conducted Figure 1 isa diagram of a generator and carburetor constructed in accordance with my invention, and associated parts;

-'and mix-ing chamber Figure 2 is a plan Iview of my generator and carburetor, on an enlarged scale;

Figure 3 is a section taken substantially on line 3 3 of Figure 2; l 5 Figure 4 is a section taken substantially on line 4 4 of Figure 3, parts being shown in elevation; Y

Figure 5 is a section taken line 5 5 of Figure 4;

'Figure 6 is a section taken substantially on line 6 6 of Figure 4;

Figure 7 is a plan view of the cracking and mixing chamber, the casing and dome of the combustion chamber being removed;

Figure 8 is a fragmentary section taken substantially on line 8 8 of Figure 4; and

F igure' 9 is a fragmentary section taken substantially on line 9 9 of Figure 7.

"My carburetor comprises a lower cracking 1, the outside of which is substantially cubiform, this chamber having a'n inner cylindrical space 2. Chamber 1 is closed, at its lower end, by a bottom plate 3 secured in position in a suitable manner, as

substantiallyon Fby means of cap screws 4.

i means of bolts 7, to the Chamber lThis chamber is provided, through one side wall thereof, with an air inlet opening 5 which communicates with an air inlet chamber 6 secured in a suitable manner, as by 1.. Air is admitted to chamber 6 through an air tube or horn 8 which is suitably secured at its upper en'd to the lower end of the chamber.

Chamber 1 is provided, at its upper end,

with an inwardly projecting wall forming a relatively thick shoulder 9 which is of hollow construction, forming a main fuel supply channel 10. Fuel is supplied to this channel, Afrom a suitable source of supply such as tank 11 (Figure 1) through a'pipe 12 connected to ,thevdiscliarge of a pump 13, the intake of which is connected by a pipe 13a to float chamberlla'.; The pump 13 may be of any suitable type Jthough ordinarily I preferably iiuse a diaphragm pump of/known construction.

VA.Shou1der9 is provided in its upper face wlth an annular trough or depression 15, the'central portion of this shoulder forming an upwardly tapering head 16. A cap 17 fits upon this headand extends downwardly into thel depression 15, this cap being provlded at' its lower edge with an outwardly projecting base flange v18, the outer edge of 'which is spaced away from the inner face of the outer wall ofthe trough. The shoulder /9 ,1s provided with openings 19which establ1sh communication between the fuel channel 10 and the troughv or depression 15 at the 5o-outer edge of flange 1,8.

This provides means for continuously supprlying fuel to the depressionv 15.

'Tliechamber 1 is provided, on the outer wall thereof and adjacent each corner` with 5,5 a verticallydisposed rib 20 which is bored out from its upper end to form a vertical overow passage 21. These passages open, at their lower ends, into a passage 22 Ywhich extends about three sides ofichamber 1. An overflow Ypipe 23 extends from the passage 22 and discharges into chamber 11a. Referring more particularly to Figure 7, the upper face of chamber 1 is milled out to provide inwardly flaring slots 24 extending from the depression 15 to the upper end of each of the vertical passages 21. As will be noted more particularly from Figure 9, the bottom wall of the slot 24 is disposed an appreciable distance above the bottom of the trough or depression 15. This provides means for maintaining the fuel in the depression 15 at a constant level, the overflow being returned to chamber 11a by the pipe 23.

A cylindrical casing 25 seats upon the upper face of chamber 1 and is secured thereto in a suitable manner, as by means of cap screws 26 .passing through a base flange 27 of casing 25 and screwing into the upper end of chamber l. This flange 27 is provided Y. with suitably disposed elements which close the upper ends of the vertical passages 21,

the flange also covering the outwardly converging grooves 24.

The upper end portion of casing 25 contains an annular space 28 which constitutes a reservoir. This space is concentric with an annular depression 29 in the upper face of casing 25 and extending about a tubular neck 30 of a domel shaped hood 31 which is disposed within casing 25 in concentric relation thereto. This hood is secured in position by screws 32 which thread into the top wall of casing'25, or in any other suitable manner.` Air inlet openings 33 are provided through the top wall of the casing and open into the space 34 between the dome 31 and the casing. A fire screen 35, formed of wire gauze, extends across the upper end of depression 29 and Ais clamped -between the top wall of the lreservoir 28 and a spider 36 secured to this wall by screws 37 or in any other suitable `manner. This spider fits snugly about the coacts with the frame proper for securing a closure 44 of glass or other suitable transpar-. entmateriakl in the frame. This provides an observation window through whichthe com` bustion space beneath the hood 31 can be ob-A served. j

A-n opening 45 establishes communication between the interior of the casing 25 and starting the is mounted through chamber 1, the upper portion of this a suitable valve 48` 'ing the valve 46.

the gasoline reservoir 28. This opening is controlled by a needle valve 46 the body of which is threaded through the top wall of the reservoir. A tube 47 extends through the top wall of the reservoir and is provided with This tube may be connected to a suitable source of supply of gasoline, such as a tank. `This provides means for periodically filling'k the reservoir 28 as required. If desired, the tube 47 may be replaced by a screw plug and the reservoir can be filled by hand as required. When first generator and carburetor, gasoline is supplied to the depression 15 by open- This gasoline is then ignited in a suitable manner, as by means of a spark plug 49 which screws into a boss 5() of casin g 25, the electrodes of this plug being disposed within the combustion space beneath the hood or dome 31.

As will be noted more clearly. from Figure 3, the lower edge ofthe dolne 81 is disposed closely adjacent the upper surface of the fuel in the depression 15, and this dome is pro,- vided with a plurality of vertically extending openings or slots 51, the spark plug 49 extending through one of such slots. A tube 52 head 16 of wall 9 of tube being of increased thickness forming an outer annular shoulder which seats upon a similar shoulder formed in wall 9.

This' tube ext-ends downwardly to within a short distance of bottom plate 6 of chamber 1 and is disposed in concentric spaced relation to a sleeve 58 which is welded manner,

at its lower end, at 54, to plate 3 and extends upwardly therefrom to within a short distance of the under face of wall 9. A venturi 55 isthreaded or otherwise suitably mounted in Cap 17,,centrally-thereof, and extends downwardly into tubev 52, this venturi also extending upwardly above the tube with its upper end substantially in theplane of the upper ends of slots 51. The tube 52 is provided with a plurality of radially disposed fuel inlet openings 56 which communicate with a supplemental fuel channel 57 formed in the wall or shoulder 9 and eXtending about the tube 52, these openings being an appreciable distance below the venturiv 55. A manifold connecting member or stack 58, provided with a base flange 59, is l secured to one face of chamber 1 in a suitable as by means of cap screws 60. This face of the chamber is provided with an outlet opening which registers with the opening in the end of member 58. this meinber being provided at its other end with a flange 61 having lugs 62 provided with openings for f securing this flange to a cooperating flange. `of an intake manifold of an internal combusf vnecting the chamber 1 to a G5,

This provides means for consuitable suction tion engine.

source.

in its full lowered position..

ply pipe 65 is connected to the chamber and may be connected to any suitable source of' fuel supply, vertical duct 66 (Fig. 5)

such as a tank, not shown. 4A is drilled in the block 68 from the upper face thereof, this duct being connected at its lower end, by an opening 67 with the float chamber 64 adjacent the lower end thereof. A sleeve 68 is screwed into the upper end of duct 66 and is provided with radial air inlet ducts 69. This sleeve has the lower end portion of its bore reduced at 7 O forming a valve seat 71 with which coacts a needle valve 72 for controlling the flow of air through the sleeve into the duct 66. The body portion of valve 72 is threaded at 7 2a and screwed into the upper portion of sleeve 68, a hand wheel 73 being secured upon the upper end of the valve. This hand wheel is provided with a depending neck 74 which carries a collar 75. This collar fits about the upper end portion ofsleeve 68 and is secured in adjustment thereon by a set screw 76. The sleeve and the valve and associated parts constitute an air bleed device for bleeding air into duct 66 in a known manner and for a known purpose. lThe block 68 is provided with a hori- Zontalv duct 77 extending from the upper end of duct 66 and opening into a bore 78 extending from the upper face of the block. This bore is reduced in diameter at its lower end portion and extended downwardly to form a well 79 providing a shoulder 8O at the upper end of this well. thimble 81 tits into borev 78 and seats upon the shoulder 80, the upper portion of this thimble being reduced in diameter to provide an annular fuel receiving space 82 about thethimble, this upper reduced portion of the thimble having radially disposed fuel inletopenings 83. l bushing 84, screwed into the upper end of well 78, slidably receives'a fuel control valve 85 which operates through the thimble 81. The lower end portion of this valve is cut off at an` inclination so as to be bevelled at 86 (Figure 3) andthe body of the valve is of such diameter as to close the opening at the lower end of the thimble when the valve is It will thus be seen that by raising and lowering the valve 85, the supply of fuel from the bore 78 to the well 79 can be regula-ted.

An elongated bushing block G3 and extends below within ashort distance of the air inlet member 8. An air control valve 88 is suitably secured, as by means of a nut'89, on a reduce threaded stud 90 at the lower end of a valve 87 is secured in the the block to stem91 which is slidably mounted in the bush- -cylinder 95 within which the piston fits ing 87. This valve controls the air inlet open- 'ing of member 8 and, when in full lowered position, completely closes this member. Downward movement of the valve is limited by a stop pin 91a threaded through a boss 92 formed integrally with member 8, this pin being secured in adjustment by a jam nut 93.

ovement of valve stem 91 is regulated by a dash pot comprising` a piston 94 suitably secured upon the upper end of stem 91, and a loosely in a known manner. v

As will be noted more clearly from Figtures 3 and 4, the block 63 is provided with a duct 98 which extends from well 79, the inner end of this duct being in register with the outer end ofa duct 99 extending through a web 100 which bridges the main fuel supply channel 10 of chamber 1. This duct 99 is preferably provided with a liner 101, and opens intov the supplemental fuelchannel 57. An idler duct r102 (F ig. 6*) extends from float chamber 64, adjacent the bottom thereof, at an upward inclination through the ated parts block 63 and opens, well 103 bored from the upper face of the block. A sleeve 104 screws into the upper end of this well and is provided with a reduced portion 105 which extends through the well andp'lits Asnugly into a reduced bore 106 con'- stituting a lower portionor extension of the well.\ A short duct 107 connects the lower end of bore 106 to duct 98. An elbow 108 screws into theupper end of sleeve 104 and 1s provided with an air bleed device 109 similar to the air bleed for the main fuel supply duct 66. The ducts 66'and 102, and associprovide means for supplying fuel to the supplemental fuel supply channel 57 when the engine to which the carburetor is connected is operating under load and when 1t is idling.

A water float chamber 110 is secured to the outer face of air inlet chamber 6, this chamber being provided with a float control valve and having. a water supply tube 111 connected thereto, this tube being connected to a suitable source of supply of water, such as a water tank.

Chamber 110 is provided with ,a duct 112 extending through its inner wall and Openlng into, an inclined duct 113 extending through the upper portion of the'wall of chamber 6. The upper end of duct 113 opens into a vertical duct 114 drilled Iinto block 63 from the under face thereof. The upper end of duct 114 is connectedby a short passage 115 to a well 116 drilled from the upper face of block 63. An air bleed device 117,

similar in its general construction to device 109, screws into block 63 and controls the admission of air into the upper end of duct 114.

A bushing 118 ,is mounted in the upper portion of well 116, this bushing having an opening 1n register with the passage 115. A

means for securing the at its upper end, into a.

. block 63 is .the overflow passages 21.

vpump for any reason,

water control needle valve 119 operates in the bushing 118. r1`his valve extends through the piston 94 of the dash pot and is provided at Iits upper end with an enlarged head 120 which lits into a corresponding recess in the upper face of the piston, valve 85 being provided With a similar head 121 which also its into a recess in the upper face of the piston. A locking disc 122 fits upon the upper face of the piston, within the upper skirt or flange thereof, and is secured in position by a nut 123 which screws upon the upper end of valve stem 91. This provides simple and eflicient two valves to the piston for movement therewith. When the piston 94 of the dash pot is in its lowermost position, the air valve 88 is closed and the valves 85 and 119 are in their lowermost positions cutting off communication between space 82 and well 79, and duct 114 and well 11,6, respectively.

A duct 124 (Figure 4) extends from the lower portion of well 116 into a bore 125 which extends through a boss 126 of block 63. A pipe plug 127 screws into the boss and acts to normally close the outer end of the bore. A duct 128 extends from the bore 125 and opens into a groove 129 formed in the inner face of block 63, this groove opening linto the inner end of duct 98. This provides means for supplying water to the fuel flowing through duct 98. When the engine is idling and the air valve 88 is closed, no water is supplied to duct 98.

eferring more particularly to Figure 8, provided with three ducts 130, 131 and 132 which are disposed in superposed relation and open into the fuel float chamber 64. Duct 130 opens into the main fuel channel 10, by means of a supplemental duct 130a extending through the shoulder or wall 9 of chamber 1, the outer end of this duct being in register with the inner end of duct 130. Duct 131 is similarly connected by a duct 131e to channel 15 at the bottom thereof, and duct 132is connected by a duct 132a, to channel 15 adjacent the top thereof.

Under ordinary operating conditions fuel is supplied under pressure to the channel l0 by means ofthe pump 13 and, through the ducts 130e and 130 to the float chamber 64.

The overflow from the float chamber passes through the ducts 132'and 132a to the channel 15 and then, by way of the'grooves 24, to If`the pump 13 should fail, or it is not desired to use the fuel can be supplied from the oat chamber 64 to channel 15 through the ducts 131 and 131a, the fuel level in the float chamber being closely adjacent the lower portion of'duct 132. The float chamber thus provides a reserve of fuel for the channel 15, as well as providing a source of supply of fuel for the main fuel duct 66 and the idling duct 102.

` ing fuel through This apparatus is particularly adapted for the use of heavy hydro-carbons, such as fuel oil. In the use of such fuel, when subjected to heat, it has been found that difficulty is frequently experienced from a tarry sediment which tends to collect in the channel or depression containing the fuel. To prevent this, I have provided a rinv 133 which is mounted loosely about cap l?. A plurality of rollers 144 are mounted for free turning movement upon headed pins 145 secured in the ring 133. These rollers rest upon flange 18 of the cap and support the ring 133. During use of the device, the iring 133 turns about the cap 17, due act to elevate any tarry substances which tend to collect in the lower portion of the depression 15. These tarry substances at the upper portion of the rollers are removed therefrom bythe air currents flowing over the surface of the fuel in the depression 15, the air passing over the upper portions of the rollers. This provides automatic means for preventing the accumulation of tarry substances in the depression or trough 15.

In the operation of thev apparatus, gasoline is admitted into thespace 34 (Fig. 3) by means ofthe needle valve 46 and opening 45, and fiows downwardly into the trough 15.

This gasoline isignited, by means of the spark-plug 49 and during the ysuction stroke of the engine a down draft is created which causes the products of combustion to be drawn downwardly through the Venturi into and through the tubev 56., The air admitted through the opening 33 is sufficient to support combustion within the space`beneath the dome A311, but is not sufficient to support. combustion of the` fuel which is drawn through the opening 56 by the downwardly flowing stream of hot gases. .The ,combustion of the fuel beneath the dome'produces hot inertl gases, composed largely of carbon dioxide. These gases flow through the venturi 55 and into the tube 52 at high velocity inducthe openings 56, this fuel being discharged into the tube substantially radially thereof in the form of a spray which extends throughout the cross-area of the Atube so as to form, in effect, a thin sheet of fuel in a finely sub-divided condition. The small particles of this sheet of fuel spray are subjected to the direct action of the downwardly fiowmg hot inert gases, ,these gases being i Also,

heated to a relatively high temperature. This results in a cracking action which converts a portion of the fuel into fixed gases. the small particles of fuel which are subjected to the direct action of the hot gases in. intimate contact therewith have their temperature suddenly increased to a relatively, high value, this sudden increase in temperature of these fuel particles resulting in producing a colloidalized vapor. This mixture of fixed gases and colloidalized vapor flows 'to vibration, and the rollers downwardly through the tube 52 to the lower end thereof and is whipped upwardly about the lower end of the tube, owing between the tube/52 and sleeve 63.

This whipping action is of importance as obtaining thorough mixing of the gases and vapor, the upward How of this mixture serving to pick up any small particles of carbon which may be deposited upon the 'upper face of plate 3 in the sleeve 53. In this manner prevent the accumulation of any appreciable quantity of carbon in the sleeve. The mixlure of `fixed gases and colloidalized vapor flows out of the upper end of the sleeve 53 into the interior space 2 of chamber 1 where it is mixed with air entering the chamber through the opening 5. This produces a combustible mixture which is highly efficient in internal combustion engines, this mixture flowing through the stack 58 into the intake manifold and to the engine cylinder.

It will be noted -that the opening of the valve 88 is dependent upon the` air tension or suction in the space 2 of chamber 1. It is also to be noted that the valves 85 and 119 are operated by the piston 94 of the dash pot in accordance with opening and closing of valve 88. In this manner the amount of fuel and water supplied to the supplemental fuel channel 57 is varied'in accordance with the amount of air admitted to the cracking and mixing chamber. This provides an automatic control for thefuel and water which is actuated in accordance with the air flow through the air admission member 48, which assures the 'proper supply of fuel mixture of r the propercharacteristics to the engine at all times. the fuelv in the channel 57 is projected therewith in spray form from the openings 56 so as to be subjected to the direct action of the hot gases flowing through.y the tube 52.

The water is thus rapidly converted into- The water which is .supplied to i steam and is intimately intermixed with the.

fuel in such manner as to provide a fuel mixture whlch contains a desirable amount of moisture sufficient to prevent the forming of carbon in the cylinder. I have found that by .subjecting the water in spray form, and intimately intermixed with the fuel, to the act-ion of the hot gases flowing through tube 52, the resulting steam is colloidalized or placed in such conditionvthat it does not condense on the walls of the cylinder and associated surfaces. As a result, it isfpossible to employ water, in the form of steam, with the fuel, without causing corrosion orrusting of the cylinder walls such as occurs where water is merely sprayed into the fuel as it flows through the intake manifold or is admitted into the cylinder in the form of a simple vapor.

I have found that the provision of the main fuel supply channel 10 in the chamber -heavy hydro-carbon, such as fuel oil. This and from 4the main fuel'supply tank 11 to is especially' true during. cold weather ,when the float chamber. An im ortant feature of the oil tends to thicken. After the device lmy invention is that the oil which circulates has been in operation for ashort time, the oil through the float chamber and the pump is 5 inchannel 10, even in extremely cold weather, maintained hot and Hows readily. This is-'70 ,is heated to a sufficiently high temperature so of particular value when using`the heavier -as to readily flowi through the openings 19 hydrocarbons, such as fuel oil, which are into the depression 15. This facilitates comviscous and do not flow readily unless heated. bastion of the fuel and mixing thereof'with In cold weather, particularly, great difficulty Il) the air current flowing acrpss the top surface is frequently experienced in using fuel oil,'

of the fuel in'channel 15 and is advantageousand other heavy hydro-carbons, due to the4 at all times, particularly when using heavy -fact that such fuels become quite thick and fuel in cold weather.k viscous when cold. I avoid this difliculty by Referring to Figure 1, it will be noted that heating the oil and causing it to flow in a con- "1'5 the outlet of tank 11 is not connected directly tinuous circuit which includes a source of 0 to the intake of pump 13, but is connected heat thus maintaining the oil in this circuit by pipe 11 to the bottom of float chamber at a relatively high temperature, and intro- 110, and the intake of the pump is connected ducing into )this hot oil relatively small quanto chamber 11a, above Ithe 4bottom thereof, ties of relative cool oil from an exterior '20 by a. pipe 13a. The admission of oil from source, as required. This method of treating/S.-

pipe 11 to chamber 11a is controlled by a Oil or other liquid fuel to condition it for flow needle valve 11o actuated by a float 11b withand for use in a burner, I believe to be broadin the chamber, in a known manner. This ly new. While I have illustrated and deassures that the oil in float chamber 11a is at scribed this feature of my invention as ap- '25 all times maintained at the proper level to plied to a gas generating and carbureting apfro provide an adequate supply of oil .to the inparatus, by way of example, it can be used to take of pump 13. advantage in many other apparatuses andI An important feature of my invention, is do not, therefore., limit my method to this one the return to `float chamber 11a of the oil use `but reserve the right to use'it with any which overflows from depression 15. This apparatus to which it may be advantageously W55 oil is quite hot and circulates through pipe applied. y. l

23, chamber 11a, pipe 13a, pump 13,4 pipe 12, In theoperation of the engine to which the channel 10, depression 15, passages 21 and 22, carburetor is attached, considerable vibration `and thence back to pipe/23 in a continuous is produced. This vibration is transmitted circuit so that the oil in float chamber 11a` tothe carburetor and causes turning move-'` IC! is maintained at a relatively high temperament of the ring 133 about cap 17, such moveture. The amount of oil admitted from pipe ment of the ring .imparting turning move- 11 to chamber 11a is 4only that required to ment of the rollers. The ring 133 and rollers lreplace the oil which has been evaporated in 144 may'be considered as, in some respects,

i '40 the operation of the apparatus. It will thus analogous' to a wick for. facilitating the T105 be seen that the amount of oil which enters evaporation of the oil in depression 15. /The the ioat chamber 11a from pipe 11 at any upper portions of the rollers are at the top of given moment is quite small relative to the the oil and are exposed to the heat of com- ,volume of hot oil in the float chamber. The bustion within hood l31` so that the thin lilm )small quantity of entering oil immediately of oil on these rollers is readily evaporated. "-110 commingles with the hot oil in the float cham- As the rollers turn continuously I provide, in

lbei' and has its temperature raised thereby to effect, a thin film of oil which is continuously that of the oil in the chamber. The #portion replenished and is exposed to the heat of comof pipe 11 adjacent chamber 11a is heated by bustio'n so as to be rapidly evaporated thereconduction from the chamber and the hot oil by. Also, the oil above ring 133 is disposed f Il? therein, so that the oil in this portion of the in -a thin layer and is readily evaporated by pipe is heated sufiiciently to readily flow into the heat of combustion within hood 31, supthe chamber upon opening of the valvefll. plemented by the'hea't of the ring which is This portion of pipe 11 may, therefore, be maintained at a comparatively high tempera- 55 considered as a well containing readily lowture, from Cap 17 and rollers 144, by conduc- 1:0

ing oil which is maintained under pressure tion. ,I have illustrated the rollers 144 -as by a column of thicker/or more viscous oil supporting ring 133, by way of example, as in the remaining portion of pipe 11 and tank a convenient means of causing these rollers to 11 turn in the particular embodiment of my in- It will be noted that float chamber 11a is vention shown. In its broader aspects, how- 125 below the passages 22 and above the intake of ever, my invention comprehends rollers or pump 13, tank 11 being `a yconsiderable disequivalent members whichdip into thevfuell ance above the oat chamber. I thus obtain and are causedto turn or rotate in a suitable gravity feed from passages 22 to the float mannerv to provide, in effect, a thin layer orl chamber, from the float chamber to the pump, lfilm of the fuel which may be readily vapor- 130 cation between the'fuel float chamber'fl and the space in the combustion chamber so that the float chamber above the fuel level therein is subject to the suction in the combustion chamber. This is of-advantage as equalizing pressure in the float chamber, since the float chamber is in communication with tube 52 through the opening 56, channel 57,'ducts 99 and 129 and associated parts. This equalizaflow of fuel from the float chamber through the ducts 66 and 7 7 What I claim is 1. In a carburetor, of the character described, a lcombustion chamber, a cracking and mixing chamber, a tube establishing coml munication between said chambers, means for' connecting the mixing and cracking chamber to an intake manifold of an internal combustion engine, and means for projecting liquid fuel across the tube in a sheet `disposed substantially radially thereof, the fuel being metered by the products of combus tion flowing therethrough from said combustion chamber, i

2. In a carburetor of the Character described` a combustion chamber, a cracking and mixing chamber, a tube establishing communication between said chambers, means for supplying liquid fuel to said tube intermediate the ends thereof, and`means` for connecting the cracking and mixingy chamber to a source of suction.

3.In acarburetor of the character de-y chamber, a cracking and mixing chamber, a tube establishing communication between ysaid chambers and provided with fuel inlet openings, means for connecting the mixing and cracking chamber to a suction source, valve 'controlled means scribed, a combustion for admitting air to the mixing and cracking 'chamber in quantities varying 1n accordance with variations in the suction therein, and

means controlled b-y said valve controlled meansfor supplying fuel to said openings in quantities varying in accordance with variations in the quantity of air admitted to the mixing and cracking chamber.

4; In a carburetor of the character described, a combustion chamber having a depression for reception of liquid fuel, means for supplying fuel to said depression, a mixing and cracking chamber, a tube establishing communication between said chambers and having fuel inlet openings, means for connecting the mixing and cracking chamber to a -suction source, an air inlet member connected to said mixing and cracking chamber,

a yielding valve controlling the inlet opening of the air inlet member, means forsupplying fuel to the inlet openings of the tube, and valve means connected to the air valve for regulating the amount of fuel supplied to said tube inlet openingsin accordance with opening and closing of the air valve;

5. In a carburetor of the character described, avcombustion chamber, a cracking and mixing chamber, a tube establishing communication between said chambers and having fuel inlet openings, means for connecting the cracking and mixing chamber to a suction source, an air inlet member connected to the cracking and mixing chamber, a yielding valve controlling the outlet opening of said air inlet member, means for supplying fuel and water to the inlet openings of the. tube, and valve means connectedv to the air valve and controlling the amounts of fuel and water supplied to said tube inlet openof the air valve. 1

6. In a1 carburetor of, the "character dei scribed, an upper combustion chamber having a fuel receiving depression at its lower end, a lower cracking and mixingchamber, a tube establishing communication between said chambers and having fuel inlet openings disposed substantially radially thereof, means for connecting the lower chamber to a suction source, an air inlet member connectedto the lower chamber, a yielding valve controlling the inlet opening of said member, the upper chamber having air admission means, means for supplying liquid lfuel to said depression and for m'aintaining it at a substantially constant level, deflecting means for causing air enteringthe upper chamber to pass over the surface of the fuel in said depression, means for supplying liquid fuel to the inletopenings of the tube, and means actuated by the air inlet valve lfor regulating the quantity of fuel supplied toy said tubel inlet openings in accordance with opening and closing of said air valve.

7. In a carburetor of the character described, an upper combustion chamber having a fuel receiving depression at its lower end and provided with airinlet openings, a lower cracking and mixing chamber, a tube establishing communication between said chambers and havingfuel inlet openings disposed substantially radially thereof, a dome extending downwardly in the upper chamber and disposed over the tube with its edge adjacent the top surface of lfuel in saiddepression,

its lower edge adjacent the upper'surface of fuel in said depression, means for supplying fuel to said depression and maintaining it at a substantially constant level therein, a lower cracking and' mixing chamber, a sleeve extending upwardly within the lower chamber from the bottom wall thereof, a tube extending into the sleeve and establishing communication between said chambers and having its upper end beneath the hood, a venturi extending into the upper end of the tube and above the sleeve, said tube having substantially radially disposed fuel inlet openings below the venturi, means for connecting the lower chamber to a suction'source, and means for supplying fuel to the inlet openings of the tube.

9. In a carburetor of the character described, a lower chamber having an inwardly projecting shoulder at its upper end, the shoulder being hollow for a portion of its extent defining a main fuel receiving chan-` nel, said shoulder having a fuel receiving depression in its upper face and openings establishing communication between said trough and the channel, a casing mounted on the top of the lower chamber and forming therewith an upper chamber, said casing having air inlet openings, a tube mounted through said shoulder and extending downwardly into the lower chamber, the tube establishing communication between said chambers, means for connecting the lower chamber to a suction source, controlled means for admitting air to the lower chamber, the shoulder having a supplemental channel eX- tending about the tube and said tube having fuel inlet openings communicating with the second channel, lneans for supplying fuel under pressure to the main channel, and means for supplying fuel to the supplemental channel. y

l0. lin a carburetor of the character described, a lower chamber, an upper combustion chamber, a wall separating the two` chambers and defining a main fuel receiving channel, meansfor supplying fuel from said channel to the combustion chamber, a tube extending through said Wall and establishing communication between the said tube having fuel inlet openings, means for supplying fuel to said fuel inlet openings,

means for connecting the lower chamber to a' suction source, and controlledy means for ad- 'mitting air to the lower chamber.

11. ln a carburetor of the character described, a combustion chamber, a cracking and mixing chamber, a wall separating the two chambers and hollow for a portion of its extent defining a mainfuel supply channel, said channel communicating with the combustion chamber for supplying fuel thereto, means establishing communication between the two chambers, and means Ifor connecting the cracking and mixing chamber two chambers,

the dome a tube passing through the Wall and' cracking and mixing chamber to a suction I source.

13. ln a carburetor of. the character described, an upper combustion chamber, a lower cracking and mixing chamber having an inwardly projecting shoulder at its upper end, said shoulder being hollow and defining a main fuel supply channel, the shoulder having a depression in its upper face and openings establishing communication between the channel and the depression, a tube mounted through the shoulder and establishing' communication between said chambers, a cap mounted upon the upper face of the central portion of the shoulder and depending into the depression, said cap having an outer anv nular base flange, a venturi secured in the cap and extending into the tube, a ring disposed loosely about the cap, rollers mounted on the ring and bearing on said flange, said. tube having fuel inlet openings below the venturi and the combustion chamber having air inlet openings, means for supplying fuel to said fuel inlet openings, controlled means for admitting air to the lower chamber, and means for connecting saidlower chamber to a suction Sourcen 14. In a carburetor of the character de.

scribed, a combustion chamber having air inlet openings and comprising a fuel receiving depression, a ring disposed in saiddepression for free turning movement therein, and rollers mounted on the ring and contacting the bottom wall of the depression, the ring being supported by said rollers.

15. 1n a carburetor of the character described, a combustion chamber having air inlet openings and comprising a fuel receiving depression, a ring disposed in said depression for free turning movement therein, rollers mounted on the ring and contacting the bottom wall of the depression, the ring being supported by said rollers, and a dome having its lower edge portionadjacent the rollers, `being within the chamber and spacedfrom the walls thereof and said chamber having air inlet openings communicating with the space about the dome.

16.1n combination, a combustion chamber comprising a fuel depression, a cracking and mixing chamber communicating with the combustion chamber and comprising a fuel channel lcommunicating with said depression, and means for connecting the cracklingand mixing chamber toa suction source.'

17. In combination in means for conditioning liquid fuel for flowand combustion, a combustion chamber comprisin a fuel receiving depression, means for ta ing off hot liquid fuel from the depression and for' circulating it through a system'and returning it t0 thel depression, and means for introducing into the system relatively small quantities of liquid fuel from an exterior source.4

18. In combination in means for conditioning liquid fuel for flowv and combustion, acombustion chamber comprising `a fuel receiving depression having an overiiow, means for from said source-of supply.

taking off hot liquid fuel which overflows from the depression and for circulating itl through a system and returning it to the depression, and means for introducing into the system relatively small quantities ofrliquid fuel from an exterior source.

19. In combination in means for conditionin'g liquid fuel forfflow and combustion, a combustion chamber comprising a fuel receiving depression, an oil supply channel adjacent the depression and communicating therewith, said depression havingan ,overfiow, means for taking off` the oil overiowing from the depression and for circulating it through a system and returning it to the depression, and means for introducing into the vsystem relatively small quantities of oil from an exterior source. I

20, In combination in means for conditioning liquid fuel for flow and combustion, a combustion lchamber comprising a fuel re-v ceiving depression having an overflow, a fioat chamber, means for conductingr the overflow from said depression to the float chamber, means for withdrawing oil from the float chamber and for delivering it to the fuel receiving depression, a source of supplyl of oil under pressure connected to the float chamber, and a oat controlled valve in the chamber for controlling the admission of oil 21. In combination in means for conditionin liquid fuel for flow and combustion,

c a com ustion chamber comprising a fuell receivmg depress1on having an overflow, a iioat` chamber -at a lower level than said depression, means for conducting the overflow from the'depression to the float chamber, a

pump having its intake at a lower level than and connected to the fioat chamber, the discharge of the'pump being connected to the fuelreceiving depression, a source of supply of fuel under` pressure connected-tothe ioat chamber, and a fioat controlled valve in the fioat chamber for controlling the admission of fuel from said source of supply.

22. In combination in means for conditionmeans for supplying ing liquid fuel for flow and combustion, a burner, means for withdrawing hot fuel from the burner and for circulating it vthrough a system and returning it to the burner, and means for introducing into the system relatively small quantities of liquid fuel from K an exterior source.

23. In a carburetor of the character'described, an upper combustion chamber, a lower chamber, a tube establishingcommunication between said chambers and provided with fuel inlet openings intermediate its ends,

liquid f uel to said openings,.and means for connecting the lower chamber to a source of suction.

24. In a carburetor ofthe character de-`r scribed, an upper combustionA chamber, a lower chamber communicating with the upper chamber through a restricted passage provided with fuel inlet openings intermediate 4itsends, means for supplying liquid fuel to 'said openings, and means for connecting the lower chamber to a source of suction.

25. In a carburetor of the character described, an upper combustion chamber hav.- 1n

g with air inlet openings, a lower chamber, munication between said chambers and provided with fuel inlet openings, a dome extending downwardly in the upper chamber and disposed over the tube with its lower edge adjacent said depression, and means for connecting thel lower chamber to a source of i suction.

In Witness whereof, I hereunto subscribe my name this 13th day of April, 1929.

v ENOGH RECTOR.

afuel receiving depression at its lower f end and provided a tube establishing com- 

